Piston Cam Drive

ABSTRACT

The subject of invention is a method to derive specifications for an eccentric cam located in a void within the piston of an IC engine which will have parallel faces abutting the cam. These faces will drive the cam in a rotary fashion and transmit the energy produced by the piston by means of the cams axle. The method employs two variables: (a) the radius of the cam; (b) the degree of its eccentricity. These determine the slope of these abutting faces which will be rotated from the plane that is perpendicular to the axis of reciprocation. This slope is eccentric specific and produce a unique solution in each instance. This slope will be the same regardless of the cams radius. The result is an engine with no lateral oscilations.

CROSS-REFERENCES TO RELATED APPLICATIONS

This application claims the benefit of the U.S. Provisional PatentApplication Ser. No. 62/833,061, filed 12 Apr. 2019, the contents ofwhich are hereby incorporated by reference herein.

BACKGROUND OF THE INVENTION 1. Field of Invention

The present invention relates to the internal combustion engine.

2. The subject of invention is a method to derive specifications for aneccentric cam located in a void within the piston of an IC engine whichwill have parallel faces abutting the cam. These faces will drive thecam in a rotary fashion and transmit the energy produced by the pistonby means of the cams axle. The method employs two variables: (r) theradius of the cam; (b) the degree of its eccentricity. These determinethe slope of these abutting faces which will be rotated from the planethat is perpendicular to the axis of reciprocation. This slope iseccentric specific and produce a unique solution in each instant. Thisslope will be the same regardless of the cams radius. The result is anengine with no lateral oscilations.

SUMMARY OF THE INVENTION

The double headed piston within a double headed cylinder with aneccentric gear engaged by geared surfaces perpendicular to the action ofreciprocation dates to the Aug. 17, 1886 Patent Salmon (US 347/644). Theonly historical mention was in 1888 concerning the failure of theprototype steam engine which vibrated violently on the tracks. The onlyimprovement over the years was the replacement of the eccentric gear byan eccentric cam and smooth surfaces. It is the claim of thisapplication to have resolved this problem by replacing parallel facesthat are perpendicular to the axis of reciprocation by surfaces that arerotated away from that axis. Further, there is a formula that calculatesthat inclination as a function of the cams eccentricity. Engine drivesconstructed per the specifications derived by this formula will operatefree of losses due to lateral oscilations and will operate at an evenvelocity.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a front elevation for a double hemi-faced piston in a linercylinder with two combustion chambers. Further, it shows the internalcam, its parallel bearing surfaces and the transfer and drive gears. Theleft construction is the standard design, the right is the novel design.The purpose of this figure is to illustrate the machined area inside thepiston, the difference of construction and how that space needs to bemachined.

FIG. 2 takes the construction of the novel design from FIG. 1 and showsa section thru center to its right.

FIG. 3 is a schematic of four such pistons and cylinders in a four blockparallel configuration. The same could be used for any variety of radialconfigurations.

FIG. 4 takes the construction of FIG. 2 and places it in context of thedouble headed piston labeled 8 within a double faced cylinder labeled 9with the parallel faces from the standard model 5C and 5B and the novelmodel 5A and 5B and superimposes them on the cam labeled 4 construction.The purpose is to set the stage for the mathematical proposition whichis thee subject of FIG. 5.

FIG. 5 takes the cam depicted in FIG. 2 with the addition of vectors forthe purpose of explanation for the derivation of a formula for theimprovement of the performance for a double headed piston with aninternal eccentric cam located within the piston. The improvement isalso applicable to a swing action toroid combustion engine or anyvariation of pump or engine containing an eccentric circular cam abuttedby parallel surfaces.

FIG. 6A takes the mechanism depicted in FIG. 4 and shows a derivationbased on the construction shown there in. FIG. 5A is derived as ageometric solution by means of theorems. FIG. 6B is derived as amathematical reduction of the former into a single equation. Theequation is the formula for the improvement to the internal combustionengine. FIG. 7 is a plan for a toroid swing action engine and depictsthe location of the cam and its abutting surfaces. These aspects areidentical for both types of engines, the only difference being, thelinear model reciprocates 7.3334 cm linearly, the toroid modelreciprocates on an arc segment of the same length. The purpose of thisfigure is to illustrate the void inside the piston, which is identicalto the linear construction and how that void needs to be machined.

FIG. 7 is the application of the single embodiment to a single cylinderlabeled 9, with four pistons labeled 8 swing action toroidal internalcombustion engine operating in an opposed piston 8 fashion.

DETAILED DESCRIPTION OF THE DRAWINGS

FIG. 1 embodiments such as spark plugs needed for ignition, intake andexhaust ports and piston rings at both sides of 8 are omitted as theseperipherals can be provided in a variety of ways and are not the featurethat is the subject of this application; shows a side by side comparisonof the standard construction, on the left, to the novel construction tothe right, the two chambers for either two cycle or four cycle operationare the interior area within 9 that is not occupied by 8. The doublehemi-headed cylinder is shown in hash and labeled 9, the doublehemi-headed piston is shown in fine line labeled 8. The machinedinterior area within the piston is shown in heavy line, the upper partis labeled 5A, the lower 5B, these flat portions are the bearingsurfaces, the curved ends delineate the minimum clearance required forthe cam labeled 4 to rotate and slide along 5A and 5B and can be anyshape as they are non bearing, the fine line cam circle is labeled 4,its center labeled 2, the rigidly fasten cam axle is labeled 10. A slotlabeled 3 is provided thru both sides of the piston, the length of theseslots determined by the length of the piston stroke. The transfer gearis depicted in fine line labeled land are rigidly fasten to the cam axle10; that axle is rigidly held in place to the engine block by bearingspermitting it to rotate freely. A central gear is labeled 6 and isformed around a rigidly attached drive axle labeled 11 allowing for theconstruction of multi cylindered engine. The features for the standardmodel drawn on the left side of FIG. 1 are the same for; 2, 3, 4, 7, 8,and 9, 10 and 11 are a shared feature, the only material differencebeing the heavy lined interior area milled to provide a bearing surfacelabeled 5C and 5D for the standard model. This type of engine operatesas follows: force applied from ignition at either end of the pistonlabeled 8 within 9, is applied to cam 4 by the corresponding parallelfaces within the piston; 5A and 5B for the novel model and 5C and 5D forthe standard; this forces 4 to rotate which forces the 10 to rotate andthe transfer gear labeled 7 to rotate similarly; this allows power to betransferred to the drive train as represented by 6 and 11. This drivetrain would be used to construct a multi-chambered engine and is herefor comparative purposes as either of the models can stand alone as theequivalent of a two cylinder 9 two piston 8 conventional engine. The twomodels as depicted are at the point of maximum compression and at astate for ignition, the difference is: the standard models 4 and 10 arein a state of rigidity as all the force exerted by 5C and 5D against the4 and its 10 are aligned with the perpendicular with 5C and 5D withrespect to 2 and the direction of rotation would be determined by thedirection of crank polarity and maintained by a fly wheel effect; thenovel models direction is determined by the slope of the abutting faces,5A and 5B as will be illustrated in FIG. 4.

FIG. 2 takes the novel construction from FIG. 1, which is a frontsection thru center and juxtaposes it next to a side section thru centerthat is rotated 90° along the indicated axis labeled 1. The labeling andlining remain the same, and illustrates: the same labeled embodiments:2, 4, 7, 8, 9 and 10, the machined faces, 5A and 5B, 3 is omitted, froma second perspective, the functioning of which remain the same. Thedouble headed piston 8 is shown within its double headed cylinder 9 andis in a state of full compression or full exhaust on the side of thepiston 8 with the interior bearing face 5A, the lower side 5B is in astate for either compression or exhaust. When ignition occurs in theupper compressed chamber the force exerted on 8 is transmitted to face5A which in turn is transmitted to 4 causing it to rotate as well as tothe rigidly mounted 10 which protrudes through both sides of 8 by meansof 3, 10 also protrudes thru 9 but thru a hole of sufficient dimensionto accommodate a rigidly mounted bearing to allow 10 to rotate freely.At this point the illustrated engine could be a stand alone, one 8-one 9engine, could be attached to a gear labeled 7 for the construction ofmulti cylinder engines or accessories such as an oil pump overhead camsfor intake and exhaust ports.

FIG. 3 shows a parallel configuration of four cylinders as configured inFIG. 2. This figure shows four pistons labeled 8 within their cylinderslabeled 9. The pistons are double faced as are the cylinder providingtwo chambers per piston, and are show in fine line. The machined areawithin the pistons shown in heavy line, 5A and 5B, which would be milledaccording to the specifications derived by the formula. The cam axlesare labeled 10 The drive gear is labeled 6, the cam axle transfer gearsare labeled 7 and are drawn in fine line. Four cylinders, 9 at 90°around the Drive shaft provide eight charges/full cycle and are drawn infine line. Each opposing pair fires simultaneously and 180° apartproviding dynamic stability for the engine. The firing order is: 1&3,2&4, 5&7, 6&8. The cam drive provides linear energy transfer with nolosses due to lateral oscillations. These pairs could also be applied toany variety of radial design.

FIG. 4 Takes the construction of FIG. 2 and are labeled: The piston 8,the cylinder 9, the cam circle 4. The cam center 2 the cam axle 10, withthe addition of; a fine line for the axis of reciprocation 12Y, theperpendicular to reciprocation 13Y; the points of contact for thestandard model are labeled 14Y and the fine line tangent to these pointsare labeled 5C and 5D. The novel model is labeled: new axis of force12X, which no longer is the axis of reciprocation 12Y, the perpendicularto 12X is labeled 13X, the points of contact for the novel constructionare labeled 14X, the tangent at these points are labeled 5A and 5B. Theslope would be calculated using points 15A and 15B which are theintersection of 5A and 5C with the sides of the cylinder 9. The slope isdetermined geometrically by dividing the line segments 15A 15B/ 14X15B=0.90361/3.75146=0.24087 and the direction of rotation of the cam, 4,would be counter clockwise as shown by the circular arrow labeled 16, ifthis slope was a negative value the 4 would rotate in a clockwisefashion. The purpose of this Art is intended to define the terms ofconstruction for the geometric construction employed in FIG. 5 andincludes the labeling for the construction of the engine to providecontext for the derivations for the slope of 5A and 5B for a linearinternal combustion engine.

FIG. 5 takes the cam depicted in FIG. 4 with the addition of vectors forthe purpose of explanation for the derivation of a formula for theimprovement of the performance for a double headed piston 8, with aninternal eccentric cam 4, located within the piston 8 by specifying themachining required for the interior milled area 5A and 5B, as specificto the cams eccentricity. This improvement is also applicable to a swingaction toroid combustion engine as illustrated in FIG. 6, the differencebeing that for the toroidal version reciprocation occurs on an arcsegment that is the same length as the line segment upon which thelinear model reciprocates, and bears the same construction for the cameand the parallel abutting surfaces, 5A and 5B. The figure includeslabeling for the standard geometric construction as applicable forproofs by the theorems used in FIGS. 6A and 6B. The cam circle 4,depicted has a greater degree of eccentricity greater than the camcircle 4 in FIG. 2, for purposes of clarity. In FIG. 5 theeccentricity=b/r=0.3333. The axis of reciprocation is indicated bysegment A₁A₃ which is labeled {right arrow over (27-32)} respectively.Segment {right arrow over (A₁ C)} labeled {right arrow over (27-2)}represents the vector for Centripetal Acceleration which is indicated bythe arrow pointing toward the center of Mass, C labeled 2, which is thecenter of the 4. Segment {right arrow over (J J₁)} labeled {right arrowover (29-36)} is the axis perpendicular to the Axis of reciprocationlabeled 12X. Segment {right arrow over (J A)} is the vector fortangential Force directed at Point A. This would normally be constructedat point A₁ labeled 27, and would point in the opposite direction butchanges direction in accordance with the law of parallelogram of forces.At point X labeled 31, a line segment is constructed named sloped andlabeled 5B, represents the tangent to point 31 and is the surfaceabutting the cam circle at its lower pole 5B. A second point would beconstructed by drawing a line thru points 31 and 2 and plotting theintersection of that line and 4, which could be labeled X₁, thenconstruct a segment that is tangent to point X₁ which would be 5A, butis omitted for purposes of clarity. FIG. 2 shows these surfaces depictedin heavy line, the upper and lower faces, 5A and 5B, and are shownabutting the cam tightly and not as they must need be milled but arestrictly for the purpose of illustrating the method for determining thespecifications for their milling. The outer and inner surfaces would beformed as semicircles the shape of which would be 4, bisected by a linedrawn thru points X and X₁. These would be constructed at a point noless than required for the travel of the cam to be unimpeded as itslides up and down the sloped surfaces, further these end caps arenon-bearing surfaces and can be of any shape or size beyond thatlimitation.

FIG. 6A: The hypothesis behind the method is that there is a geometriccorrelation between the slope of the abutting faces and the degree ofeccentricity of the cam which is unique for every degree ofeccentricity. Further, that this correlation is a function of thevectors of force exerted on the cam and force transferred by the cam.The eccentricity of the cams yields a novel answer for every degree ofeccentricity of the cam because any cam circle will have the samedisposition of matter regardless of its physical dimensions. Thisrelates to the physics of rotating objects which, while acceleratinghave centripedal acceleration that is exerted toward the center of thecam but when spinning at a constant velocity produce tangental force atthe point that force is applied to the object. The standard model'sperformance characteristics are well understood for being incapable ofoperating at a constant velocity. It is the subject of this applicationto provide an answer. Conventional linear reciprocating engines transferpower by means of a rod and pin arrangement that is yoked to a crankshaft in order to convert the linear motion of the piston into rotarymotion at the crank shaft; the tie rods force the piston to exertlateral force on the cylinder wall in a fashion that resists thedirection of that force and the pistons of a multi-cylindered engine areyoked in a fashion that has two pistons cross yoked in a cross balancedfashion, this provides stability and smooth operation, the disadvantageof this arrangement is; for every centimeter of rotation at thecrankshaft, x, requires πx cm of linear motion of the piston, thisreferred to as lateral oscillation. In a double headed cylinder 9 with adouble headed piston 8 engine, the centrally located eccentric cam'saxle 10 is the crankshaft; this arrangement permits transferring thelinear motion of the piston on a one to one ratio, there are no lateraloscilations. In the general design for this arrangement the two ends ofthe piston are cross yoked by the cam 4 and it's axle 10. In thestandard arrangement the faces 5C and 5D, all the tangental force isexerted perpendicularly toward one side thru the first half on onerotation of the cam 4 then all the tangental force is exerted to theother side thru the second half of the cams 4 rotation, effectively,there is no balance and the operation of the engine is erratic. FIG. 6Ais geometric and in the form of proof by theorems and as such, is in theform of numbered variables and propositions. The eccentricity is not avariable but a given constant for each solution. It starts with theconstruction of the cam circle and its eccentricity. The two variablesare: 1: the radius of the cam called r and labeled 17, which in thisinstant is 4 cm with respect to the cams center of mass called C andlabeled 20; 2: line segment called b and labeled 18, is the distancebetween point A₁ labeled 27 and point A labeled 10 which is 1.3333 cm,which represents centripetal acceleration at the point A labeled 10. 3:The eccentricity is 18/17=b/r=0.3333. 4: Next, a line that isperpendicular to the axis of reciprocation, which is represented as aline segment between points A₁ and A₃, would be drawn thru the center ofthe cam axle A labeled 10, and plot the points of intersection with the4 which are points J labeled 29 and J₁ labeled 30. This will form twoequal chords {right arrow over (J A)} and {right arrow over (A J₁)}. Wewill designate chord {right arrow over (J A)} as the second vector alabeled 19, we can calculate the relative magnitude of vector a which islabeled 19 using the intersecting cord theorem, (((2*r*b)−b))*b)^(0.5),which gives us a value of a=2.9814 cm 5: We can now calculate themagnitude of vector c which is labeled 20 by taking (a²+b²)^(0.5)=cwhich results in the relative value of the vector c=3.2660 cm which isreferenced as 20. 6: Next, bisect vector 20, which gives us a value forvector 21, which is d=c/2 which results in a relative value of d=1.6330cm. The point of bisection forms point E labeled 28, then construct aline segment between points 2 and 28 which forms x labeled 22. 7: We nowsolve for segment 27 which is x, (r²−d²)^(0.5)=x which has a relativevalue of x=3.6515 cm. 8: We construct a line thru points 2 and 28 andplot its intersection with the upper half of the 4 which is designatedpoint B and labeled 25, then we construct a line segment between points25 and 28 which we designate as e labeled 23. We solve for e, r−x=e,which has a relative value of e=0.3485 cm. 9: Then construct a linesegment between points 25 and 27 which will be designated f and labeled24 by the equation, (a²+b²)^(0.5)=f, which results in a relative valueoff=1.6698 cm, which will form the base of an isosocelese triangle frompoints B-C-A₁(25-2-27) as points 25 and 27 are on the cam circle and areequadistant from 2 by a factor of r labeled 17. 10: We now solve for themeasure of ∠BCA₁(25-2-27) whose value is needed to solve for the angleof inclination which is calculated by the formula,

${\tan^{- 1}( \frac{d}{x} )} = {2{4.0}90{8^{{^\circ}}.}}$

11: Now we can calculate the measure of ∠EBA₁(28-25-27) which is(180°−∠BCA₁)/2=77.9526°. 12: Finally, we solve for the measure of ∠EBA₁(25-27-28) which is the degree that the x axis will be declined, whichequals (90°−∠BA₁E)=12.0474°. The sloped line, labeled 5B, is formed byrotating point A₃−12.0474° along the cam circle forming the new pole X,labeled 31 then drawing the tangent to that point.

FIG. 6B: The second derivation uses the same construction as FIG. 6Awith the same given, and variables, 1: r=4 cm, which is the distancebetween points A and A₁ 2: b=1.3333 cm, which is the distance betweenpoints, 3: eccentrity=b/r=0.3333, 4: solves for a but reduces it to atrigonometric equation by the process of reduction using theintersecting chords theorem we solve for a using r and b with,b(((2*r*b)−b))*b)^(0.5), which gives us a value of a=2.9814 cm, 5: Wesolve for the measure of angle B-C-A₁(25-2-27) the value needed to solvefor the angle of inclination as calculated by the formula,tan⁻¹(d/x)=24.0908°, 6: this angle is then bisected giving us the degreeof rotation from the perpendicular to the axis of reciprocation whichwould be,

${{( {\tan^{- 1}\frac{b}{a}} )/2} = {1{2.0}748^{\circ}}},$

7: finally; the entire process is reduced to a single equation usingvariables rand b,

$ {{\tan^{- 1}( {{b/\ \begin{pmatrix}( {( {2r} ) -}  \\b\end{pmatrix}}b} )}/2} )^{.5}.$

The sloped faces are formed by rotating the polar axis by the calculateddegree of rotation then constructing a perpendicular to that axis at thepoles, the radius of the cam is used to describe the size of the throwfor the piston, the slope of the tightly abutting faces to that camwhich in turn translate the force applied at either end of a doublefaced piston within a double faced cylinder to that cam to translatethat force into continuous circular motion to its rigidly attached axleby which that circular motion can be translated thru the sides of thepiston and its cylinder by means of a rigidly mounted bearing attachedto the exterior walls of the cylinder block in a fashion that permitsthe axle to freely rotate, would be unique to any such arrangement withthe same ratio of b/r.

FIG. 7 shows the basic configuration for an opposed swing actioncylinder reciprocating toroidal engine. As in FIG. 2 features such asspark plugs intake and exhaust ports and piston rings are not indicatedas these are necessary for an explanation for how transmits force fromignition is transmitted to the piston, to the faces to the cam and itsaxle. As in the linear design: the radius of the cam; the degree ofeccentricity; the distance between the center of the drive's axle andcenter of the cam axle; and displacement are the same. The design isshown in plan: The Fig. illustrates: the four pistons labeled 8 in hashwithin their fine line perimeters; the walls of the single toroidalcylinder labeled 9, indicating the space between the four fine lineconcentric circles that form the interior and exterior perimeter of 9;the central axle is labeled 11 and is the point around which thecylinder walls are concentric; the four fine line circular cams labeled4; within each piston, with each piston's interior milled area drawn infine line and labeled 5A and 5B per each piston 8; Point 10 denotes thefour cam axles. The drive gear 6, and the four transfer gears 7, aredawn in fine line. The shaft slots 3, formed in the piston walls in fineline surrounding the cam axles 10, these slots 3, also serve as portsthrough which oil is circulated into the cylinder and thru the pistons,lubricating the toroid walls. The cam 4, is 33.3334% eccentric. Thepistons 8, each occupy 64 degrees of the toroid. The cams 4, are 68degrees apart and are locked in a stationary position to the cylinder 9wall. Charge is pumped into the space between the pistons during theperiod from full discharge to full expansion ending with the start ofcompression. The order of charge cycle is: 1-2-3-4.

I claim:
 1. Currently amended: An internal combustion engine: comprisingat least one pair of aligned and opposed cylinders rigidly joined by thecylinders casing forming a single cylinder with surfaces that areparallel to each other at the opposing ends, referenced as a doubleheaded cylinder; a double headed piston that conforms to the interiorcontours of the double headed cylinder in which it is contained andreciprocating within this cylinder along an axis which is parallel tothe interior contours of the cylinder in which the piston willreciprocate, the interior shape of the cylinder and the piston withinmay be polygonal or oval; a circular cam shall be centrally locatedwithin the piston that is rigidly fastened to an axle that will beoffset from the center of the cam circle by no less than the diameter ofthat axle and no more than the perimeter of the cam in such fashion asto not protrude beyond the perimeter of the cam circle or compromise theintegrity of the cam and shall be located at the center of the piston interms of all three outer dimensions of the piston; this axle shallprotrude thru the side of the piston and the cylinder in which it iscontained and this axle shall be rigidly held in place to the cylindercasing by bearings permitting it to rotate freely; a piston shallcontain a machined interior space within the piston milled to rigidlyabut the cam, these are in parallel fashion at the opposing sides of thecam in a fashion that rigidly attaches the opposing heads of the pistonby means of that portion of the entire piston that has not been machinedto accommodate this space and at a slope, as determined by Cartesiancoordinates, that is greater then that of a plane bisecting the pistonthru the center of the cams axle that is perpendicular to the insidesurface of the cylinder, the axis of reciprocation would be a line drawnthru the center of the cams axle that is perpendicular to this plane andrepresents a coordinate axis, such that when ignition occurs at eitherend of the piston force is applied by the opposing sides to theserigidly abutting faces, to the cam forcing it to rotate in a directiondetermined by that slope and should that slope be a positive value thedirection of rotation would be counter clockwise, if the slope is anegative value the rotation would be clockwise; which in turn transmitsthe force applied to the pistons heads, in turn to these parallelinterior faces, then to the cam, then to the cams axle; this axle may beused as the means of transmitting circular motion directly to otherdevices or can be attached to a transfer gear that is exterior to thecylinder walls, further this allows employing a drive gear allowing for:a; the construction of multi-cylinder engines in a square parallelfashion, various radial configurations and toroidal engines of a swingaction or opposing piston configurations; and that it can be used forthe purpose of, b; transferring the circular motion of the cam and itsaxle to another device or machine, c; transferring the circular motionof an engine to the cam and its axle for such purposes as pumps orcompressors, d; transferring the circular motion of the cam and its axleto another device or machine for the purpose of noncircular motion suchas stamping, printing or conveyance, e; for tailoring of the applicationfor the purpose of achieving a desired performance characteristic suchas, to achieve greater lateral thrust by a piston against its cylinderwall, e; and includes the ability to tailor the performancecharacteristics for the desired application for compressors, and pumpsused for drilling and excavation, conveyance, stamping and other suchapplications where the application of asymmetric force, that is notequal at each face, is desirable, f; in the context of a conventionalinternal combustion engine it would contain a doubled headed cylindricalpiston with heads at each end that are perpendicular to the sides of thedouble headed cylinder in which it is contained the sides of whichdetermine the axis of its reciprocation, which can be drawn as a linethru the center of the centrally located cams axle, parallel to thepistons walls; g; for a toroidal internal combustion engine, the axis ofreciprocation would be along a circle centered on the center from whichthe toroid contours are scribed and the center of the cam which would bethe same for each piston, the heads would be elliptical, the piston bodysides would be circular in shape to conform to the counters of thetoroid's interior with the piston's heads surfaces forming a truncatedtriangle, both heads would conform to a plane thru the center point fromwhich the inner and outer boundaries of the toroid's interior arescribed that is perpendicular to the arc segment, generally equal to oneeighth of the toroid's interior, along which the piston willreciprocate, the inner arc segment would be shorter then then the outerarc segment, the remaining half of the cylinders interior space wouldform four chambers for compression and ignition between the opposingpistons; the interior shape of the cylinder and the piston within may bepolygonal or oval depending on the needed performance characteristics ofthe devise and is applicable to both linear and toroidal designs: withineach piston will be an eccentric circular cam centrally located withinthe piston that is rigidly fastened to an axle that is at the center ofthe piston in terms of all three outer dimensions of the piston, thisaxle protrudes thru the side of the piston and the cylinder in which itis contained and this axle is rigidly held in place to the engine blockby bearings permitting it to rotate freely, the piston contains amachined interior area within the piston milled to tightly abut the cam,these are in parallel fashion at the opposing sides of the cam in afashion that rigidly attaches the opposing sides of the piston by meansof that portion of the entire piston that has not been machined toaccommodate the interior bearing surfaces and at a slope that is greaterthen a plane bisecting the piston thru the center of the cams axle thatis perpendicular to the inside surface of the cylinder, the axis ofreciprocation would be a circle drawn thru the center of the cams axlewith respect to the center point of the toroid that is perpendicular tothis plane, such that when ignition occurs at either end of the pistonforce is applied to the piston head, then to the cam by means of themachined surfaces to the opposing sides of the cam forcing it to rotatein a direction determined by that slope, these determined usingCartesian coordinates, if the slope is positive the direction ofrotation would be counter clockwise, if the slope is a negative valuethe rotation would be clockwise as these machined faces are pitched toleverage the cam, this in turn transmits the force applied to thepistons heads from ignition, to the tightly fitting machined interiorsurfaces to the cam at both sides, then to the cams axle which willprotrude thru the piston and its cylinder wall on at least one side;this axle shall be used as the means of transmitting circular motiondirectly to a transfer gear that is exterior to the cylinder's casing sothat the pistons contained within the cylinder may be harnessed togetherby a central drive axle to convey the circular energy from ignitions toother devices.
 2. A methodology employing a geometric construction ofvectors of force to derive a novel slope for the faces abutting aneccentric cam; which the premise of this application is, that theeccentricity of the cam determines the slope of the interior machinedplane for surfaces in tight contact with the cam at both sides of thecam in a parallel fashion, which is different than a plane drawn thruthe center of the cam that is perpendicular to the inner sides of thepiston for the purpose of balancing the force exerted by ignition to thepiston's heads which will be transmitted to a cam centrally locatedwithin the cam by the tightly fitting parallel faces that have beenmilled within the pistons interior which will transmit this force to thecam at the points of contact at both sides of the cam causing the cam torotate, so that the torque produced at the cam may be transmitted in acontinuous circular fashion by means of its rigidly attached axel to anexternal device in a fashion permitting it to run at a constantvelocity, both as a stand-alone engine or to another gear for thepurpose of constructing multi-cylinder engines of such configurationsand by the same mechanical sequence as laid forth in claim 1; thepremise of claim 1 being; for tailoring the slope for mechanisms thatrely on asymmetric use of force, claim 2 is for a balanced applicationof force applied to; a double faced piston within; a double facedcylinder that by means of ignition at either end of the double facedpiston within the double faced cylinder will be transmitted to; surfacesmilled within the piston which rigidly oppose; an eccentric circular camcentrally located within the piston with respect to all three dimensionsof the piston, forcing that cam to rotate in a continuous circulardirection, transmitting that circular motion to; a cam rigidly attachedto an axle which will protrude thru the piston walls and the cylinderwalls which are rigidly attached to the engines external casing in afashion allowing the axle to rotate freely being, that for every degreeof eccentricity there is a novel solution for the contours of thesurfaces tightly abutting the cam as applies to linear and toroidalinternal combustion engines; a origin point that is the point formed byx and y axis which will be point C representing the center point; apoint is selected along the y axis which will be point A₁ and a camcircle will be scribed around C thru point A₁; a line segment, A₁ Crepresents the radius of the-cam the measure of which is r; a point willbe selected on line segment A₁ C which shall be labeled A and representsthe cams axel and shall have a value greater than C, which would bezero, and at least greater than the diameter of said axle, and lessorthan A₁ by that same diameter, a line segment, A₁ A, represents vectorb, which is the vector of centripetal acceleration as it applies to thecams axel, A, a eccentricity is a constant and, r and b, variables thatdetermine that particular eccentricity, thus, eccentricity=r/b; aperpendicular line to line segment A₁ C which is r, is scribed thrupoint A and the intersection of this line with the cam circle forms theline segment J J₁ , the cams axle A is the bisection of line segment JJ₁ , and forms two equal segments J A and A J₁ , one would have apositive value the other a negative value, either represents the vectorfor tangential force as applied to the cam's axle, which is vector a, wewill assume that that J is negative and on the left side of the y axisand that the cam would rotates in a counter clockwise fashion, and thatJ₁ positive and the cam would rotate in a clockwise fashion; a linesegment is scribed between points J and A₁ which forms vector c, whichis the cumulative vector for force at the cam's axle which is the sameas the force exerted at the cam's center; a line segment, c, is bisectedwhich we can call point E and scribe a segment E A₁ which we can callvector d, which would the tangential force applied to the upper side ofthe cam circle while the other portion of the total force is applied tothe lower side; a line is scribed thru points E and C then plot theintersection of that line with the cam circle which would form points Band B₁, the line segment drawn between B and E would be the vector forcentipedal acceleration at the upper half as applied to, which will callvector e; a segment between points B and A₁ is scribed which forms thecumulative vector for force at the upper half of the cam which we willcall vector f; a segment f is bisected which we may call point B andscribe a line thru B and C then plot the intersection of that line withthe cam circle which we may call points Y and Y₁ which are the point ofcontact for the parallel faces abutting the cam; a tangent to thesepoints is scribed which will form the plane along the z axis upon whichthe opposing faces will be formed; a surface milled from the interior ofthe piston at points Y and Y₁ form the tightly fitting interior surfacesthat upon ignition at either side of the cam will force the cam torotate in a continuous circular fashion in a symmetric fashion capableof maintaining a constant velocity.
 3. a equation for the calculation ofthe slope of the tightly fitting faces machined from the interior of thepiston will be derived in a trigonometric fashion based on the geometricconstruction for force vectors as outlined in claim 2; as such: a originpoint that is the point formed by x and y axis which will be point Crepresenting the center point; a point is selected along the y axiswhich will be point A₁ and a cam circle will be scribed around C thrupoint A₁; a line segment, A₁ C represents the radius of the-cam themeasure of which is r; a point will be selected on line segment A₁ Cwhich shall be labeled A and represents the cams axel and shall have avalue greater than C, which would be zero, and at least greater than thediameter of said axle, and lessor than A₁ by that same diameter, a linesegment, C, represents vector b, which is the vector of centripetalacceleration as it applies to the cams axel, posits variables; r and b,a line drawn thru the cams center, C and A, and the intersection of thatline with the cam circle will yield the aforesaid point A₁, the camstopside pole and a point A₃, the cams lower pole and a line segment, A₁A₃ will represent the axis of reciprocation, a line is scribed thru thecams axle, A, that is perpendicular to the axis of reciprocation, A₁ A₃and the points of intersection with the cam circle will be plotted andcalled points J, which will be a negative value by means of the x axis,and point J₁ which will be positive, we use the intersecting cordtheorem to solve for line segment J A which yields a vector fortangential force applied to the cams axle which is labeled a, segment{right arrow over (J A)} is the vector for tangential force directed atPoint A, a vector for the centripatal acceleration, a, is solved byusing the intersecting chords theorem, using r and b,a=(((2rb)−b))b)^(0.5) a angle can now be measured for the angularvelocity as measured relative to A, the cams axle which would be measureof ∠AJA₁, using vectors a and b,${{m\;\angle\;{AJA}_{1}} = {\tan^{- 1}( \frac{b}{a} )}},$ abisection of this angle gives us the degree of rotation from theperpendicular to the axis of reciprocation for the cams poles, A₁ andA₃, forming new poles, X₁ and X₃, and an angle,${{m\;\angle\; A_{1}C\; X_{1}} = {( ( {\tan^{- 1}\frac{b}{a}} ) )/2}},$sloped faces are formed by rotating the polar axis by the calculateddegree of rotation then constructing a perpendicular to that axis at thepoles, if the measurement is a positive value the slope would bepositive and the cam would rotate in a counter clockwise fashion, if themeasurement is a negative value, the slope would be negative and the camwould rotate in a clockwise fashion a equation that solves for thedegree of rotation of the cams poles, which we will call rotation, forany cam of the same eccentricity: rotation=tan⁻¹(b/(((2r)−b)b)/2)^(0.5);this construction derives the lower pole of abutment, X₃ by rotatingpoint A₃ by the degree of rotation and constructing a tangent at thispoint which is the lower abutting face, the upper face would be formedby rotating the upper pole, A₁, by the degree of rotation andconstructing a tangent at that point; a force is exerted from ignitionto the piston's heads, that force will be exerted at these poles by theparallel abutting surfaces to the cam causing it to rotate in adirection of rotation determined by the slope of these faces, in turnforcing the cams rigidly attached axle to rotate, by means of which theforce from ignition may be conveyed to another device: the formulaallows for the calculation for the machining of opposing parallel facesin the interior of a piston that tightly abut an centrally locatedeccentric cam within the piston, based on the eccentricity of the cam,to be used as an engine, or conversely, as a pump where it is desirablefor an engine, pump or compressor capable of running at a constantvelocity.